Ventilating and warming railway-cars



(No Model.) 2 Smets-sheet 1.

A. B. MURRAY & H. HARRISON.

VENTILATING AND WARM'ING RAILWAY GARS. No. 397,092. Patented Jan. 29, 1889.

N. PETERS. PhnwLilhagngher. wnshmgmn. D. C.

(No Model.) I l 2 Sheets-Sheet 2..

A. B. MUR-RAY 8v H. HARRISON.

VENTILATING AND WARMING RAILWAY GARS.

No. 397,092. PatentedfJan. 29.1889.

Tia. J. f1-

Wim Esas:

N. PETERS, Flotn-L'rhugmphnr. Washington. [LCA UNITED STATES PATENT OEEICE.

ARCHIBALD B. MURRAY AND HENRY HARRISON, OF SAN RAFAEL, CALIFORNIA.

VENTILATING AND WARIVIING RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 397,092, dated January 29, 1889.

Application filed July 7, 1887. Renewed November 28, 1888. Serial No. 292,132. (No model.)

To all whom it may cmwern:

Be it known that we, ARCHIBALD B. MUR- RAY and HENRY HARRISON, citizens of the United States, residing at San Rafael, in the county of Marin and State of California, have invented certain new and useful Improvements in Ventilating and Tai-ming Railway Cars; and we do hereby declare that the following is a full, clear, and exact description of our said invention, reference being had to the accompanying drawings.

Our invention has forits object to ventilate and warm cars in a railway-train, and the novel points or features thereof may be stated to consist in a novel Ventilating apparatus for drawing off or removing air from the upper part of the cars and supplying fresh air from the outside to each car, and in a novel heating apparatus combined and operated with the ventilating apparatus to raise the temperature of the fresh air before it is supplied to the car, all as hereinafter fully described.

To enable persons skilled in the art to apply, carry out, and operate our said invention, we will proceed to describe the nature thereof and the manner of constructin g and applying the apparatus both for heating and for ventilating a railway-train, the drawings that form apart of this specication being referred to by figures and letters.

Figure l illustrates that part of the apparatus which is placed on t-he locomotive. Fig. 2 represents the ends of two coupled passenger-coaches in a railway-train with parts of the heating and Ventilating apparatus applied for joint operation. Fig. 3 is a plan of the system of air-heating pipes and air-chambers under the floor-of the cars: Fig. 4 is a vertical section, Yon a larger scale, taken through the car-floor air-chambers and heating-pipes. Fig. 5 is a longitudinal section through a portion of the Ventilating-pipe at one of its exhaust tubes or openings. Fig. 6 is a detail in section of a drain-tube to carry off the water of condensation from the heating-coils. Fig. 7 is a detail of the injector, by which air is forced through the heater and heatingpipes. Fig. 8 illustrates the injector and parts of the apparatus on the engine adapted either for Ventilating or for warming the cars of a train.

Similar letters of reference indicate like parts in all the views.

A is an air conduit or passage provided on each car, either on the inside or upon the roof of the car, or to one side of the clear story, and forming a permanent part or iixture. Apertures at intervals in the length of this pipe or passages have tubes AX, with flaring mouths, 6o

that extend into thev general air-space of the car, and suitable valves, A, are provided in each one to shut off or contract the openings at pleasure, for the purpose of varying the general area of the airoutlets from the car 65 int-o the pipe A. The ends of the pipes A, being carried to the outside and through the hood of the oar, have unions A3 for coupling the end of a flexible section, A4, to each pipe.

By such means the cars of a train when made 7o up are in common connection with an airpipe that extends from the last coach forward to the engine. At this point the pipe is connected to the suction end of an in jector-pump,

B, placed to take its supply of steam from the 7 5 boiler, and bythe action of which, when steam is turned on, sufficient vacuum is produced to draw air from the cars through the outlets A to the front. To replace this air, we provide the chamber D under the floor of each 8o diaphragm, F, which is carried from one side 9o across the chamber just beneath the inlet-apertures cl d.. The injector B, thus drawing air from the cars I by suction through the continuous passage A, produces in each car a circulation from the outside through the 95 tubes E into the chambers beneath the floor and from these into the car through the apertures d d. By carrying the discharge end of the injector by a pipe, WV, into the fire-box the air can be utilized to increase the activity roo' The mouths of these tubes of the tire. The end of the pipe in the .firebOK in such. case is furnished with a spraynozzle to divide the stream and throw itover the liame and gases toward the tube-shfvet o r over the ln'idge-wall. These parts constitute that part ot' our apparatus which employed for ventiiilating purposes; butto secure a warm atmosphere at the same time we cause the air `from the ventilating-pipe to pass through a heating-coil on the engine, and from this part we lead it by pipes in a eirfiuitous manner throliigh the elnunbers l). Each chamber in such(-asehasaheating-etal,E',thatissupplied from the heating alu'iaratus on the engine, and i g secure effective dral't by 1m pingement ot the the whole n u n lber o tf coils th roughout the train, being eonnmgtml by suitable couplings, E2, when the train is made up, lform a complete system ot' pipes `l'or the circulation ol the heated air from the engine back through all the air-chambers to the end car, and then forward again through connection E2 and returnpipe ltl, troni which it is (lischarged at the engine at some point wheresuction may be given to it, it? desired. This double circulation et air from the outside first and thence through the velltilating-pipe A to the front, and next through the heater on the engine, and thence through all the heating-coils under the ears, is infodueed by the injectorpuinp l, which is placed between the end ot' the air-exhausting pipe A and the heater Gr, both to produce an outdralit of the air Vfrom the ears and to vl`oree this air tl'irough all the heating-pipes. The air from the pipe A thus drawn ol'l' from the cars is turned into the heating-coils and utilized lj'or the system oi heating pipes in the air-chambers D.

Provision is made t'or keeping up a sut.'- tieient supply ol' air lor the heating apparatus under all conditions by using an injector olf the elinstruction shown in Fig. 7 of the drawings, where the tube or cylinder is itt ed willi a number of small nozzles, one behind the other, each ol' which takes air from without through an aperture or apertures in the tube just back of each nozzle. The air-pipe A from the cars is coupled to thebranch pipe i of the injector, and the cylinder B has the nozzles l) t1 set in one behind the other at the air-apertures Z13 Z13. Steam is supplied to the jet-tube B2 by the pipe K from the boiler, the latter having a valve, P, lor controlling the supply. \'\'ith an injector' of this kind sufficient pressure ean be obtained to produce circulation oli' the heated air through all the pipes and coils in the train without creating excessive exhaust or draft upon the air-pipe, and also under conditions et adjustment 'where the area or number ol' the outlets AX may be varied. When a number of the outlets AX are shut ell", as in cold weather, and the quantity of air to be derived from the pipe A for the heater is thereby reduced, the injector will draw in air through the apertures Zri to make up for the d elieiency.

lVhatever reduction may take place at any time in the air-supply troni the pipe A, it

will be seen that the in jector will be suitably supplied from the outside atmosphere direct through the apertures before mentioned. One ejector can thus be made to work the ventilating-pipe and produce eireulation olf heated air througlunlt the coils and pipes in the train, and the lorm herein deserilnlal, being partieularly adapted t'or this purpose, will. be l'ound also to lurnish a eonsiderable degree olf tort-e or pressure with a small jet. 'lhe drain-tube ll', AFigs. ll and ti, is placed at some pointY in lront ot' the pressure end ot' the injector.

Fig. shows a const ruf-.tion ot' d raft-tube to movingl eolumn olf air in the pipe with- `the discharge end ol' the tube in the pipe. This end has a hood or cap, A, with openings l'aeing in both directions in the lsame longitiulinal line as the pipe and in the center of the space, so that the air passes around or on all sides ot the cap. The openings are litted with Vflap-valves A, hinged loosely at the top and ot:- suitable character to be li'li'ted by the suction. The opening presented tothe `liront or against the air is thus kept closed by the pressure against the valve; but the rear valve is litfted by the ii'npingement oli' the air and the suction that results li'roin it. The valve A'3 is provided with a rod. or other suitable means l'or operating it within the ear, and as the quantity of air taken in from the` chambers l) l) will be governed by the volume of air drawn ott', the circulation in the car will be regulated by the' number and thecoinbined area ot' the draft-tubes in use at any time. These may be closed or contracted, as circumstances require, by means oli' the valve A?.

lfi S olf th e drawin ill ustrates an arrangement oll exliaust'.-pipes and the heating-1 )ipes on the engine, by which the heating apparatus eau be thrown out of operation and the Ventilating apparatus can be used alone. This is etteeted by leat'ling the return-pipe W' from in front ot' the injector back inte the fire-box and placing a two-way valve, T, at the point of junction, by which the heatingcoil can be eut out and the air directed into the nre-box. The heating-airfrom the apparatus on the cars is returned from the rear car te the liront through the pipe, which may be carried in a direct line by straight see tions EX, coupled together between the ears, or it maybe arranged in eoils through the airchambers to utilize the heat from them.

To do not in this application el aim the ventilatiug system alone, as we have made it the sub j eet-m atter of a separate application tiled .December 22, i897, Serial No. 258,692.

Having thus fully described our invention, what we elaim, and desire to seeure by ,l'ietters Patent, is

l, In a heating and ventilating apparatus tfor railway-trains, air-heating chambers in each ear, having a tif-supply tubes orpassages taking air l'rom the outside and air-'inlets into TIO the ear, in eembiuatiou with heating-coils connected together and with a heater on the engine, a return-pipe from the last coil in the line, and an air-draft pipe in the Cars, (30uueeted to the injector, and an air injector er pump in the line et heating-pipes, adapted to force air through the heateil and all the coils of the air-chambers throughout the train, Substantially as described, for operation as Set forth.

2. In a heating and Ventilatingl apparatus for railway-trains, the air-draft pipe, A, having draft-tubes controlled by valves, air-chamhers D, with heating-Coils l, a heater on the engine, and the inj eetor B, to which the draft- 'I 5 pipe and heating-Coils are e0nneeted,`said injeeT-0r having nozzles Z) and air-apertures b3, Substantially as set forth.

In testimony that we claim theLoi-egoing we have hereunto set our hands and Seals.

ARCIIIl-AL'D B. MURRAY. [1.. HENRY HARRISON. [Le] litnessesz CHAS. E. KELLY, JAS. D. BYRNE. 

